Stall speed is the rpm achieved before the pump, turbine and stator obtain "fluid lock". Modifications to the stator fins, pump and turbine fins , and their specific clearances are how "stall speed" can be changed ( up or down). For years the popular approach was the "J" cut on the back side of the stator fins. Recent times have resulted in leading edge cuts and even hand made steel fin units. This allows higher stall convertors to get incredible efficiency that was never possible "the old way". Many are still done the old way and do provide increased stall. A convertor like Jay uses is a perfect example of a modern high efficiency , high stall convertor. Increased fluid temperature is a problem with less efficient convertors as they are always "slipping" which adds heat. One of the most common ways to increase stall is going to a smaller diameter convertor . Many drag race cars use a 7" dia unit for super high stall. 8" is the "old standby" . 9 and 10'' units are designed for street/strip or the tighter versions for blown engines. Higher engine torque can also raise a given convetor's stall point as well as lose stall when the torque output is less that the convertor was designed for.
     Others may have different opinions/experience and that's cool too.
     Randy

     This will be my 50th year of racing and I have had far more fun foot braking my way to the winners circle at a bracket race than any other form of drag racing. I tried the heads up dragster classes (Top Gas West) and Super Comp , Super Gas but nothing is better than the left and right shuffle on the last yellow. I have to admit it was fun racing a 20 second Pinto with my seven second dragster but it's fun being chased too. Shoe polish and a good reaction time are all that's needed. I think I'll do it for at least 10 more years.
     Randy

Thats a small block c6

   +1  small block trans

    No Rory ,
        Mine only ran in So Cal at OCIR for about 6 months until I converted it to the aluminum 351 engine.

   That is a chance we take , and why it's called "testing". I've done lot's of things in my 50 years of drag racing that "should of" helped  but did nothing positive performance wise.

  While I am new to this site , I'm not a newbie by any means. I am curious if anyone ( Blair or Jay) have done a back to back on the C8OE-A "early" versus the common later C8OE-C Cobra Jet intakes.  Dennis K could probably look at the Ford blueprint to see what the change was  ( causing the casting number change) but I was wondering about power.
      Thanks in advance ,
         Randy